‘Brake like a pro’ – Motorcycle Safety Campaign 2024
IN AN EMERGENCY
– 50% of riders skid and fall
– 30% of riders don’t brake at all
(Forensic Crash Consultancy Ltd)
The problem has remained unidentified within the Government’s accident data of ‘contributory factors‘ probably within ‘loss of control,’ or simply not recorded.
These are the findings based on slide marks left on the road and the severity of the impact, based on the damage to vehicles and injuries to the rider, confirmed by traffic camera footage and GPS data from helmet cameras.
Riders falling and sliding down the road take far longer to come to a stop.
Published Research has also found that circa 50% of riders cannot even achieve Highway Code stopping distances.
The research also found that the difference between the best riders and an average rider braking from 60 mph, is the difference between stopping in time and a 30 mph impact, or a 40 mph probably fatal impact for the worst riders.
Research has also shown that the problem is not related to the level of rider experience.
The situation is not helped by conflicting and misleading published advice from the DVSA and in Police Motorcycle Roadcraft, on emergency braking.
The conclusion has to be that we as a training industry are failing riders, and this must be urgently addressed.
In the meantime, riders can brake test themselves (with care) using a phone App such as iAccel Lite which is free. 0.67g is the Highway Code Standard, 0.8g is achievable with practice (with great care). Advice on braking is below, but if in any doubt please contact your local training organisation.
Riders need to practice repeatedly until the technique becomes embedded and automatic. In theory, this takes 200 repetitions to create the required ‘muscle memory‘, enabling maximum braking without conscious thought.
Riders on machines without ABS should never practise on their own, due to the risk of a skid and fall.
Racers and trackday riders should mostly already be ‘pre-programmed’ and capable of close to 1g.
Background
At the end of 2023, the MCIA called for a new motorcycle safety strategy. ‘Speeding’ and ‘Think Bike’ have been pursued for well over a decade, but motorcycle casualties haven’t reduced over the last few years.
Adhering to speed limits and being aware of hazards is only part of the problem. It’s also being able to brake in time. Having trained riders for 14 years, we know that many if not most, with training, can reduce their stopping distances significantly.
What we didn’t appreciate was the extent of the problem and the very serious implications for road safety.
For car drivers, stopping in an emergency just requires the driver to stamp on the brakes even when cornering, as almost all vehicles have ABS (anti-lock) brakes. ABS has only been compulsory since 2016 for motorcycles >125cc.
The problem has remained hidden as ‘failure to brake properly’ is not a ‘contributory factor’ in accident statistics.
A failure to brake in time could also be incorrectly classed as ‘Speeding‘, which in the 2022 accident stats shows as 10x more likely for riders than drivers. It could also be lost within ‘Failed to look properly‘ when the rider anticipated the collision but couldn’t stop in time, or within ‘Learner/inexperienced‘. In addition, 30% of collisions have no recorded contributory factors, up from 14% in 2013.
This is primarily because most motorcycles, except for some 2013 Kawasakis, don’t have ‘Event Data Recorders‘ whereas many cars do. However, extracted post-crash data from traffic cameras and rider’s helmet cameras confirms that many riders cannot stop properly.
If you compare the stopping distances from published US research from Axion Forensics, the best ‘Magazine Test Riders‘, can stop at half the distance than the worst road riders.
From 60 mph, this is the difference between stopping in time and a 40 mph probably fatal impact, as braking obeys a ‘square law’.
It is hoped that the Government, trainers, road safety organisations and charities will look at new initiatives to address this root cause, to raise awareness, encourage practise, and provide additional braking advice and training nationwide. The most vulnerable group is +17 years teenage riders who move from a 50cc ‘twist and go’ to a 60 mph 125c geared motorcycle, not required to have ABS with no additional training, but riders, parents and non-DVSA licenced trainers need to be aware of child protection issues.
It is also intended to encourage more research into the problem and to address the differing and contradictory advice from the DVSA and Police Roadcraft, on how to brake in an emergency.
Advice on Braking
Riders on ABS-equipped bikes simply need to have the confidence to apply both brakes firmly, which is often a problem due to current or previous experience on bicycles, when riders can skid and fall, or go over the handlebars.
Based on racing experience, research and theory, riders require a high degree of skill and practice to brake effectively.
- Shut the throttle, apply the rear brake, sit up and lean back, all at the same time.
- Reach forward and squeeze – do not snatch – the front brake with increasing pressure.
- If the front wheel locks, release immediately and reapply.
- If the rear wheel lifts, release some front brake pressure to stop the bike tipping forward.
- Disengage the clutch as you come to a halt
- When banked in a corner, just apply the rear brake.
The rear brake should be applied immediately, but on non ABS machines, may need to be steadily released again to avoid the rear wheel skidding.
Riders need to avoid snatching the front brake, instead squeezing the lever with increasing pressure, just enough to avoid locking the front wheel, but enough to transfer the weight as quickly as possible onto the front tyre, then slightly reducing the pressure as the bike slows to leave the rear tyre just lightly touching the road surface.
Riders also have to release the throttle, extend their fingers, grasp the front brake lever and pull, which is thought to extend reaction time for another 0.5 seconds or 44 feet @ 60 mph. So covering the front brake with your first two fingers is recommended, as is using the rear brake, which will be applied sooner as the rider just had to press their foot down.
Riders can also ‘trail brake’ into corners in an emergency, braking and steering at the same time, as racers do, but it requiries a high degree of skill, and very careful instruction which is best undertaken on a track.
Feedback is welcomed, and further posts and advice are planned.
For more information see:-
Motorcyclists – ‘Brake like a Pro’
Mike Abbott MBA, RoADAR (Dip), DVSA RPMT 800699, ACU Coach #62210
British Superbike School
Applewood
Old Hall Lane,
East Markham,
Newark
Notts NG22 ORF
Tel: 01777 818013
Mbl: 07939 041606
British Superbike School 
Wise words indeed thankyou. All riders need training sadly most don’t think so and therein lies the problem. Young male egos are difficult to deal with. I became a MUCH better and safer rider following track training. Please keep up the great work!
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